Active scavenge prechamber

ABSTRACT

In certain embodiments with large size prechambers and/or with prechambers that have large spark-gap electrode assemblies, a poor scavenge of the crevice volume may cause deterioration of the preignition margin, which then may limit the power rating of the engine, may cause the flow velocity field of the fuel-air mixture to be excessively uneven and may result in the deterioration of the misfire limit. One or more auxiliary scavenging ports may allow admission of fuel rich mixture to the crevice volume, thereby cooling the residual gases and preventing occurrence of preignition. More organized and powerful flow velocity fields may be obtained in the spark-gap electrode assembly region. This condition may result in a significant extension of the flammability limit and may significantly improve the combustion efficiency of the prechamber. Passive prechambers using the active scavenge concept may increase the engine power output and reduce the emission of pollutants from engine combustion.

I. CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. Patent Application No.61/778,266, entitled “Active Scavenge Prechamber,” and filed on Mar. 12,2013; which is related to U.S. patent application Ser. No. 13/602,148('148 Application), entitled “Method and apparatus for achieving highpower flame jets while reducing quenching and autoignition in prechamberspark plugs for gas engines,” and filed on Sep. 1, 2012 andInternational Patent Application Number PCT/US2012/53568 ('568Application), entitled “Method and apparatus for achieving high powerflame jets while reducing quenching and autoignition in prechamber sparkplugs for gas engines,” and filed on Sep. 1, 2012, both of which claimpriority to U.S. Patent Application No. 61/573,290 ('290 Application),entitled “Method and apparatus for achieving high power flame jets whilereducing quenching and autoignition in prechamber spark plugs for gasengines,” and filed on Sep. 3, 2011. This application is also related toInternational Patent Application Number PCT/US2011/002012 ('012Application), entitled “Prechamber Ignition System,” and filed on Dec.30, 2011, which claims priority to U.S. Patent Application No.61/460,337, entitled “High efficiency ricochet effect passive chamberspark plug,” and filed on Dec. 31, 2010. The entirety of each of theforegoing patent applications is incorporated by reference herein to theextent consistent with the present disclosure.

II. FIELD OF THE INVENTION

The disclosure generally relates to systems and methods for an activescavenging prechamber, and more particularly to an active scavengingprechamber that improves the combustion efficiency of a prechamber,increases the engine power output and reduces the emission of pollutantsfrom engine combustion.

III. BACKGROUND OF THE INVENTION

Large gas engines with cylinder bore diameter greater than 200 mmtypically use fuel-fed, rich precombustion chambers to enhance flamepropagation rate with lean air/fuel mixtures in the main combustionchamber. Passive prechambers for internal combustion engines defined asprecombustion devices with no direct fuel admission may be used with gasengines. While these concepts have proven to be very effective inrelatively small displacement engines and with not so massive spark-gapelectrode assemblies, their performance with larger displacement, higherpower density engines and with more massive spark-gap electrodeassemblies needs to be substantially improved.

IV. BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 depicts a passive precombustion chamber in accordance withcertain embodiments.

FIGS. 2a-b depicts two exemplary passive precombustion chambers inaccordance with certain embodiments.

FIG. 3 depicts a prechamber spark plug with a large prechamber volume inaccordance with certain embodiments.

FIG. 4 depicts a prechamber spark plug with a large spark-gap electrodeassembly in accordance with certain embodiments.

FIG. 5 depicts a prechamber spark plug with a large prechamber volumeand a large spark-gap electrode assembly in accordance with certainembodiments.

FIG. 6 depicts prechamber spark plugs including auxiliary scavengingports in accordance with certain embodiments.

FIG. 7 depicts a prechamber spark plug with a large prechamber volume, alarge spark-gap electrode assembly and auxiliary scavenging ports inaccordance with certain embodiments.

FIG. 8 depicts a prechamber spark plug including auxiliary scavengingports with converging inlets and choked orifice areas in accordance withcertain embodiments.

V. DETAILED DESCRIPTION

Exemplary passive prechamber (“PPC”) spark plugs are shown in FIG. 1 andFIG. 2. The passive prechamber spark plug shown in FIG. 1 is describedand claimed in the '012 Application. FIG. 1 illustrates a pre-chamberunit providing a pre-combustion chamber (13). The pre-combustion chamber(13) can be formed by the shell (23) extending outwardly to at leastpartially enclose the central electrode (18) and the grounded electrode(21). As to particular embodiments, the pre-combustion chamber (13) canbe formed by coupling a pre-combustion chamber element (26) to the baseof the shell (23). The various embodiments of the pre-combustion chamber(13) can have a pre-combustion chamber wall (27) having pre-chamberexternal surface (28) disposed toward the internal volume of the maincombustion chamber. The pre-combustion chamber internal surface (30)includes the corresponding internal surface of the shell (23), thepre-combustion chamber element (26), the central insulator (17), orother internal surfaces which enclose a pre-combustion chamber volume(29) (individually and collectively referred to as the “internalsurface” (30)).

The internal surface (30) of the pre-combustion chamber (13) whetherformed by extension of the shell (23) or by coupling of a pre-combustionchamber element (26) to the base of the shell (23), or otherwise, canfurther provide one or more induction-ejection ports (31) (also referredto as “scavenging ports”) which communicate between the pre-combustionchamber external surface (28) and the pre-combustion chamber internalsurface (30) of the pre-combustion chamber (13). The one or morescavenging ports (31) can be configured to transfer an amount of thefuel-oxidizer mixture (9) from the main combustion chamber into thepre-combustion chamber (13) and to deploy flame jets (15) from thepre-combustion chamber (13) into the main combustion chamber.

Combustion of the amount of fuel-oxidizer mixture (9) inside of thepre-combustion chamber (13) can be initiated by generation of a sparkacross the electrode gap (22). The scavenging ports (31) can beconfigured to deploy flame jets (15) into the main combustion chamber ata location which results in combustion of the amount of fuel-oxidizermixture (9) within the main combustion chamber.

As shown in FIG. 1, flame growth (39) in a pre-combustion chamber (13)having a flow field (14). Firstly, flow field forces (16) in theelectrode gap (22) can be sufficient to move the flame kernel (44)within the electrode gap (22) away from the internal surface (30) (forexample, the central insulator (17) and shell (23)) which can impede,arrest, or slow (collectively “quench”) flame growth (39). By reducinginteraction or engulfment of the flame kernel (44) with the internalsurface (30) of the pre-combustion chamber (13) that quenches flamegrowth (39) there can be a substantial increase in the rate ofcombustion of the fuel-oxidizer mixture (9) in the pre-combustionchamber (13). The movement of the flame kernel (44) toward greater fuelconcentration inside of the pre-combustion chamber (13) can result insubstantially increased combustion rates of the fuel-oxidizer mixture(9) inside of the pre-combustion chamber (13) and substantially greatermomentum of flame jets (15) deployed into the main combustion chamber ofan engine. The structure of the pre-combustion chamber (13) andscavenging ports (31) can achieve sufficient ricochet effect to generateembodiments of the inventive flow field (14) inside of thepre-combustion chamber (13) having sufficient flow field forces (16) togenerate a counter flow region (43) in the electrode gap (22) and evenextending about the first electrode (18) and the second electrode (21).An axial induction port (32) can be substantially axially aligned withthe central longitudinal axis (33) of the pre-chamber unit (2). As tocertain embodiments, one or more side induction ports (34) can bedisposed in radial spaced apart relation about the central longitudinalaxis (33).

Certain embodiments of the invention can provide both an axial inductionport (32) and one or more side induction ports (34); however, theinvention is not so limited, and particular embodiments of the inventionmay only provide an axial induction port (32) or only side inductionports (34) depending on the application. Upon compression of the amountof fuel-oxidizer mixture (9) in the main combustion chamber, a portionof the amount of fuel-oxidizer mixture (9) can pass through the axialinduction port (32) and the side induction ports (34) as a correspondingone or more in-filling streams (35). The in-filling streams (35) of thefuel-oxidizer mixture (9) can create the flow field (14) having flowfield forces (16) (shown in FIG. 1 by arrow heads pointing in thedirection of flow and the velocity being greater with increasing lengthof the arrow body which allows comparison of conventional flow fieldsand inventive flow fields) inside of the pre-combustion chamber volume(29).

FIG. 2a shows an exemplary passive prechamber spark plug as describedand claimed in the '568 Application. In certain embodiments as shown inFIG. 2a , pre-combustion chamber (200) may include a center inductionport (210) with an induction port length (220). In certain embodiments,the center hole length may be from about 1 mm to about 13 mm. In certainembodiments, a pre-combustion chamber ceiling distance (“L”) (230) fromcenter electrode (18) may be from about 5 mm to about 85 mm. In certainembodiments, a pre-combustion chamber inner diameter (“D”) (240) may befrom about 4 mm to about 35 mm. In certain embodiments, a pre-combustionchamber insertion depth (250) from cylinder head firing deck (260) tothe top (270) of the pre-combustion chamber (200) may be from about 0 mmto about 25 mm.

FIG. 2b shows an exemplary passive prechamber spark plug as describedand claimed in the '012 Application. The arrows represent the directionsand velocities of an embodiment of the inventive flow field forces (49)in the electrode gap (22) of a J-gap electrode in embodiments of theinventive pre-combustion chamber unit (13), which have achieved thericochet effect in relation to the electrode gap (22) of a J-gapelectrode. As shown, the inventive flow field forces (49) and thecorresponding inventive flow field (14) can have comparatively greaterorganization or uniformity with the direction of flow of thefuel-oxidizer mixture (9) in substantially one direction, with greatervelocity, and outward from the electrode gap (22) and quenchingsurfaces, or combinations thereof. This can reduce quenching of theflame kernel (44) (shown in FIG. 1) as there are sufficient flow fieldforces (16) to quickly move the flame kernel (44) away from thesurfaces.

The pre-combustion chamber (13) and induction ports (31)(34) can beconfigured in regard to one or more aspects as above described toachieve ricochet of the in-filling streams (35) from one or more pointlocations (36) on the internal surface (30) of the pre-combustionchamber (13) which enclose a first electrode (18) and a second electrode(21) in a J-gap configuration. As shown, a particular embodiment caninclude an axial induction port (32), which directs an in-filling stream(35) toward the second electrode (21) (also referred to as a groundstrap). One or more side induction ports (34) can be configured todirect in-filling streams (35) towards corresponding point locations(36) on the opposing internal surface (30) of the shell (23). The shell(23) may provide a shell external surface (24) configured to sealablymate with the cylinder head of the engine, typically by mated spiralthreads (25) which draw the sealing surfaces together to dispose thepre-combustion chamber (13) of the pre-chamber unit (2) in properrelation to the main combustion chamber for ignition of thefuel-oxidizer mixture (9) therein. The configuration of the one or moreside induction ports (34) can result in an angle of incidence (37) andan angle of deflection (38) in relation to the one or more pointlocations (36) to ricochet toward the electrode gap (22). Additionallyone or more side induction ports (34) can be directed toward theelectrode gap (22). The combined effect of the ricocheted and directedin-filling streams (35) can generate advantageous inventive flow fieldforces (49) and inventive flow fields (14) in the pre-combustion chamber(13) enclosing first and second electrodes (18)(21) in the J-gap form.The comparatively greater velocity of the fuel-oxidizer mixture (9)moving toward and approaching internal surface (30) of thepre-combustion chamber (13) (as shown in the example of FIG. 1), such asthe central insulator (17) (including any one or more of the nose (86),lower corner of the nose, the side surface of the nose as shown in FIG.2b ), can upon ignition correspondingly move or locate the flame kernel(44) toward the quenching surfaces of the central insulator (17) ascompared to the inventive flow field forces (16) which has a lesservelocity of the fuel-oxidizer mixture (9) moving toward and approachingthe internal surface (30) of the pre-combustion chamber (13), which uponignition comparatively locates the flame kernel (44) further away fromquenching surface of the central insulator (17) (as shown in the exampleof FIG. 2b ).

Exemplary non-limiting examples of PPC spark plugs are disclosed in therelated '148, '568, and '012 applications, which are incorporated byreference herein. In certain embodiments, improvements in performancecan be achieved with larger prechamber volumes as shown in FIG. 3, orwith larger spark-gap electrode assemblies (410) as shown in FIG. 4, orwith combinations of larger prechamber volumes and larger spark-gapelectrode assemblies as shown in FIG. 5.

However, these configurations may have inadequate scavenging of theregion remote from the scavenging/ejection ports. This condition can besignificantly improved with the novel concept of “active scavenge” inaccordance with certain embodiments.

In certain embodiments, the active scavenge concept may be based oncreating auxiliary scavenging ports (620) for admitting fuel rich gasmixtures into the region of the prechamber that is opposite to theejection ports and that is identified as the crevice volume (610) asshown in FIG. 6. In large volume prechambers and/or prechambers withlarge spark-gap electrode assembly, fuel rich gas mixtures, may only beobtained in regions adjacent to the ejection/scavenging ports. Thiscondition may be improved with auxiliary scavenging ports that terminatein the region of otherwise poor scavenging. In certain embodiments, thisregion may be created by either the large spark-gap electrode assembly(410) as shown in the right schematic of FIG. 6, or by the large size ofthe prechamber and in the region that is remote from the conventionalejection/scavenging ports as shown in the left schematic of FIG. 6, orby the combination of large spark-gap electrode assembly and largeprechamber volume as shown in FIG. 7.

In certain embodiments, the auxiliary scavenging ports (620) may beconfigured to have a larger convergent inlet port and a smaller chokedorifice area as shown in FIG. 8 in which sonic velocity is achievedduring combustion in the prechamber. This configuration may provide theadditional benefits of increasing the flow of fuel mixture admitted tothe crevice volume (610) while minimizing the pressure drop duringcombustion in the prechamber. In certain embodiments, one or moreauxiliary scavenging ports (620) may have a converging inlet area (810).In certain embodiments, one or more auxiliary scavenging ports (620) mayhave a choked orifice area (820).

In certain embodiments, larger prechamber volumes may be required toproduce high power flame jets or with larger displacement enginecylinders. Also, larger spark-gap electrode assemblies may be requiredto improve durability in high power density engines. However, with largesize prechambers and/or with prechambers that have large spark-gapelectrode assembly, a poor scavenge of the crevice volume (610) maycause a significant deterioration of the preignition margin which thenmay limit the power rating of the engine. In certain embodiments, a poorscavenge of the crevice volume (610) may cause the flow velocity fieldof the fuel-air mixture distributions to be excessively uneven and mayresult in the deterioration of the misfire limit.

In certain embodiments, one or more auxiliary scavenging ports (620) mayallow admission of fuel rich mixture to the crevice volume (610),thereby cooling the residual gases and preventing occurrence ofpreignition. In certain embodiments, more organized and powerful flowvelocity fields may be obtained in the spark-gap electrode assemblyregion. This condition may result in a significant extension of theflammability limit and may significantly improve the combustionefficiency of the prechamber. In certain embodiments, passiveprechambers using the active scavenge concept may increase the enginepower output and reduce the emission of pollutants from enginecombustion.

In certain embodiments, a pre-combustion chamber may comprise: a passiveprechamber comprising: a prechamber comprising an external surface andan internal surface enclosing a prechamber volume; one or more ejectionports communicating between the external surface and the internalsurface for introducing a fuel-air mixture into the prechamber volume; aspark-gap electrode assembly, comprising a primary electrode disposedwithin the prechamber volume; and one or more ground electrodes disposedwithin the prechamber volume and offset from the primary electrode toform one or more electrode gaps; a crevice volume (610); and one or moreauxiliary scavenging ports (620) each comprising an inlet forcommunicating with a main combustion chamber and an outlet communicatingwith the crevice volume (610). The one or more auxiliary scavengingports (620) may be configured for admitting fresh fuel-air mixturedirectly to the crevice volume (610) of the passive prechamber. The oneor more auxiliary scavenging ports (620) may have a length over diameterratio greater than about 1. The one or more auxiliary scavenging ports(620) may have a length over diameter ratio greater than about 3. Theone or more auxiliary scavenging ports (620) may have a port axissubstantially parallel to a longitudinal axis of the prechamber. Atleast one of the one or more auxiliary scavenging ports (620) has aconverging inlet. The outlet of at least one of the one or moreauxiliary scavenging ports (620) may comprise a choked orifice. The oneor more auxiliary scavenging ports (620) may have an inlet axis definingan inlet angle and an outlet axis comprising an outlet angle, and theinlet angle may be different from the outlet angle. The one or moreauxiliary scavenging ports (620) may be configured for inducing mixingof the fresh fuel-air mixture with residual gases in the passiveprechamber. The one or more auxiliary scavenging ports (620) may beconfigured for generating a uniform, high velocity flow within thespark-gap electrode assembly. The outlet of each of the one or moreauxiliary scavenging ports (620) may be proximate the spark-gapelectrode assembly. The outlet of each of the one or more auxiliaryscavenging ports (620) may be proximate enough to the spark-gapelectrode assembly to directly affect the flow fields into the crevicevolume (610). The outlet of each of the one or more auxiliary scavengingports (620) may be remote from the one or more ejection ports. The oneor more auxiliary scavenging ports (620) may be configured forgenerating a substantially reduced flame jet momentum from combustion inthe passive prechamber. The one or more auxiliary scavenging ports (620)may be located at a periphery of the prechamber. The prechamber maydefine a prechamber volume of greater than about one thousand cubicmillimeters. The spark-gap electrode assembly may have a volume greaterthan about 100 cubic millimeters.

In certain embodiments, a method of active scavenging may comprise:providing a prechamber comprising: an external surface and an internalsurface enclosing a prechamber volume; one or more ejection portscommunicating between the external surface and the internal surface forintroducing a fuel-air mixture into the prechamber volume; a spark-gapelectrode assembly, comprising: a primary electrode disposed within theprechamber volume; and one or more ground electrodes disposed within theprechamber volume and offset from the primary electrode to form one ormore electrode gaps; and one or more auxiliary scavenging ports (620)each comprising an inlet for communicating with a main combustionchamber and an outlet communicating with a crevice volume (610) of theprechamber; introducing one or more fuel-air in-filling streams to theprechamber volume through the one or more holes; and introducing a sparkacross at least one of the one or more electrodes gaps to ignite thefuel-air mixture. The method may further comprise introducing one ormore fresh fuel-air in-filling streams to the crevice volume (610)through the one or more auxiliary scavenging ports (620). The one ormore auxiliary scavenging ports (620) may have a length over diameterratio greater than about 1. The one or more auxiliary scavenging ports(620) may have a length over diameter ratio greater than about 3. Theone or more auxiliary scavenging ports (620) may have a port axissubstantially parallel to a longitudinal axis of the prechamber. Atleast one of the one or more auxiliary scavenging ports (620) may have aconverging inlet. The outlet of at least one of the one or moreauxiliary scavenging ports (620) may comprise a choked orifice. The oneor more auxiliary scavenging ports (620) may have an inlet axis definingan inlet angle and an outlet axis comprising an outlet angle, andwherein the inlet angle is different from the outlet angle for at leastone of the one or more auxiliary scavenging ports (620). The one or moreauxiliary scavenging ports (620) may be configured for inducing mixingof the one or more fresh fuel-air in-filling streams with residual gasesin the prechamber. The one or more auxiliary scavenging ports (620) maybe configured for generating a uniform, high velocity flow within thespark-gap electrode assembly. The outlet of at least one of the one ormore auxiliary scavenging ports (620) may be proximate the spark-gapelectrode assembly. The outlet of each of the one or more auxiliaryscavenging ports (620) may be proximate enough to the spark-gapelectrode assembly to directly affect the flow fields into the crevicevolume (610). The outlet of each of the one or more auxiliary scavengingports (620) may be remote from the one or more ejection ports. The oneor more auxiliary scavenging ports (620) may be configured forgenerating a substantially reduced flame jet momentum from combustion inthe prechamber. The one or more auxiliary scavenging ports (620) may belocated at a periphery of the prechamber. The prechamber may define aprechamber volume of greater than about one thousand cubic millimeters.The spark-gap electrode assembly may have a volume greater than about100 cubic millimeters.

While the invention has been described with reference to the specificembodiments thereof, it should be understood by those skilled in the artthat various changes may be made and equivalents may be substitutedwithout departing from the true spirit and scope of the invention asdefined by the appended claims. In addition, many modifications may bemade to adapt a particular situation, material, composition of matter,method, operation or operations, to the objective, spirit, and scope ofthe invention. All such modifications are intended to be within thescope of the claims appended hereto. In particular, while the methodsdisclosed herein have been described with reference to particularoperations performed in a particular order, it will be understood thatthese operations may be combined, sub-divided, or re-ordered to form anequivalent method without departing from the teachings of the invention.Accordingly, unless specifically indicated herein, the order andgrouping of the operations is not a limitation of the invention.

We claim:
 1. A pre-combustion chamber comprising: a passive prechambercomprising: a prechamber comprising an external surface and an internalsurface enclosing a prechamber volume; one or more ejection portscommunicating between the external surface and the internal surface forintroducing a fuel-air mixture into the prechamber volume; a spark-gapelectrode assembly, comprising a primary electrode disposed within theprechamber volume; and one or more ground electrodes disposed within theprechamber volume and offset from the primary electrode to form one ormore electrode gaps; a volume surrounding the spark-gap electrodeassembly; and one or more auxiliary scavenging ports each comprising aninlet for communicating with a main combustion chamber and an outletcommunicating with the volume surrounding the spark-gap electrodeassembly; wherein the one or more auxiliary scavenging ports areconfigured to transfer an amount of fuel-oxidizer mixture from the maincombustion chamber into the volume surrounding the spark-gap electrodeassembly of the prechamber; wherein the one or more auxiliary scavengingports have a length over diameter ratio of at least 3; wherein the oneor more auxiliary scavenging ports each has an inlet axis defining aninlet angle and an outlet axis comprising an outlet angle; and whereinthe inlet angle is different from the outlet angle and the inlet angleis parallel to a longitudinal axis of the prechamber for generating areduced flame jet momentum from combustion in the passive prechamber. 2.The pre-combustion chamber of claim 1, wherein the one or more auxiliaryscavenging ports are configured for admitting fresh fuel-air mixturedirectly to the volume surrounding the spark-gap electrode assembly. 3.The pre-combustion chamber of claim 1, wherein at least one of the oneor more auxiliary scavenging ports has a converging inlet and a chokedorifice.
 4. The pre-combustion chamber of claim 2, wherein the one ormore auxiliary scavenging ports are configured for inducing mixing ofthe fresh fuel-air mixture with residual gases in the passiveprechamber.
 5. The pre-combustion chamber of claim 1, wherein the one ormore auxiliary scavenging ports are configured for generating a uniform,high velocity flow within the spark-gap electrode assembly.
 6. Thepre-combustion chamber of claim 1, wherein the outlet of each of the oneor more auxiliary scavenging ports is proximate the spark-gap electrodeassembly.
 7. The pre-combustion chamber of claim 6, wherein the outletof each of the one or more auxiliary scavenging ports is proximateenough to the spark-gap electrode assembly to directly affect the flowfields into the volume surrounding the spark-gap electrode assembly. 8.The pre-combustion chamber of claim 1, wherein the outlet of each of theone or more auxiliary scavenging ports is remote from the one or moreejection ports.
 9. The pre-combustion chamber of claim 1, wherein theone or more auxiliary scavenging ports are located at a periphery of theprechamber.
 10. The pre-combustion chamber of claim 1, wherein theprechamber defines a prechamber volume of at least one thousand cubicmillimeters; and wherein the spark-gap electrode assembly defines avolume of at least 100 cubic millimeters.
 11. A method of activescavenging, comprising: providing a prechamber comprising: an externalsurface and an internal surface enclosing a prechamber volume; one ormore ejection ports communicating between the external surface and theinternal surface for introducing a fuel-air mixture into the prechambervolume; a spark-gap electrode assembly, comprising: a primary electrodedisposed within the prechamber volume; and one or more ground electrodesdisposed within the prechamber volume and offset from the primaryelectrode to form one or more electrode gaps; one or more auxiliaryscavenging ports each comprising an inlet for communicating with a maincombustion chamber and an outlet communicating with a volume surroundingthe spark-gap electrode assembly of the prechamber; wherein the one ormore auxiliary scavenging ports are configured to transfer an amount offuel-oxidizer mixture from the main combustion chamber into the volumesurrounding the spark-gap electrode assembly of the prechamber; whereinthe one or more auxiliary scavenging ports have a length over diameterratio of at least 3; wherein the one or more auxiliary scavenging portseach has an inlet axis defining an inlet angle and an outlet axiscomprising an outlet angle; and wherein the inlet angle is differentfrom the outlet angle and the inlet angle is parallel to a longitudinalaxis of the prechamber for generating a reduced flame jet momentum fromcombustion in the passive prechamber; introducing one or more fuel-airin-filling streams to the prechamber volume through the one or moreejection ports; and introducing a spark across at least one of the oneor more electrodes gaps to ignite the fuel-air mixture.
 12. The methodof claim 11, further comprising introducing one or more fresh fuel-airin-filling streams to the volume surrounding the spark-gap electrodeassembly through the one or more auxiliary scavenging ports.
 13. Themethod of claim 11, wherein the outlet of at least one of the one ormore auxiliary scavenging ports is proximate enough to the spark-gapelectrode assembly to directly affect the flow fields into the volumesurrounding the spark-gap electrode assembly.